Internal-combustion engine



March 4 1924. y

' B. H. CHAPPELL INTERNAL COMBUSTION ENGINE 'Filed May 3, 1919 2Shveets-Sheet-l H7 im.; L

15a/g djmmm/ fg, 3511 Match 4 1924..

^ 1,485,483 B. H.. CHAPPELL INTERNAL coMBUsTloN ENGmE Filed May 5, 19192 Sheets-Sheet 2 wue/ntoz:

MMJWWM A wQ/WWWMMQQ M/z/M@ Patented Mar. 4, i924.

BARTLETT HOMER CHAPPELL, F NEW YORK, Nv. Y., ASSIGNOE TO- WILLIAM GRANTBROWN, OF NEW YORK, N. Y.

Application ed May 3,

To all whom t may concern:

Be it known that` I, BARTLETT H. @Han BELL, citizen of the UnitedStates, residing at 402 lVest lrd Street, in the city of New York, inthe county of New York and State of New York, have invented certain newand useful Improvements in Internal-Combustion Engines, of which thefollowing is a specification, reference being had therein to the acl0companyingl drawing.

AThis invention relates to internal combustion engines, and moreparticularly to novel and improved piston valve parts for engines ofthis type. Y

The improvements` are more especiallyA designed for use in connectionwith an engine of the type illustrated inthe patent to Milan YV. Hall,No. 1,284,190, in which the inlet and exhaust valves take the `form ofpistons experimentation and use of the HalPtypeV ofl engine that whilethe same hasl proven highly satisfactory, at thei same time', the

particular construction andarrangement' o'f packing for thevalvefpistons hasfconsiden able to doewith the eiiiciencyof the engine,

and some considerable' diiculty hasbeen encountered in the propertiming.' ofE the motor' where'the piston rings are'located' anyappreciable'distance'from` the end of thev in take,- Aand exhaustpiston, and it'v has: furtheril been ascertainedthat by positioning" apisthe intake and exhaust piston'and substantially'y lush with the endyof' the piston: tljiatl controll the timing. ofi the opening. andiclosing of the exhaustf port' andithe opening 5o and closing of theintake-port of 'anlinternal combustion four "cyclefenginefo'f't'hecharacter under consideration; the d iiiic'ulties heretoforeexperiencedA havef' been overcome, andf an. engine of vastly increasede'iciencyton ringl directly at the compression end' of 1919. Ysemi Np'.294,402;

The invention is of particular importance, as above suggested, 1nconnection with engines of the general character illustratedand ipacking at the point contemplated by me,f

it' makes possible the shortest vthrow tot-he valve shaft which operatesor is operated by the valve. When the piston moves to a point so thatthe'bottom or compression endun-V covers the port', it is not necessaryto move the piston any further, since the packingl is located at thispoint, and otherwise it wouldy be necessary to move the piston asuih'cient distance to entirely uncover the port, in other' words,advantages taken of the distance usually allowed 4between the Vend ofthe piston and the first ring. Y*

It isfurther proposed bythe invention, in an eort to improve theefficiency of engines of the particular type yunder consideration to Y Yprovide a novel arrangement of packing rings at'points removed from theend of the exhaust piston, andin this connection a packing ring isprovidedY convenient-ly located in a position to travel between theintake andexhaust ports, therebypreventing'the sucking in of any exhaustgases when the power piston is moving outwardly or down on its intakestroke. v.

It isb'elieved that the various advantages of the improvementscontemplated herein, will be appreciated from the description to follow,which, for a clear understanding of l the invention, is to be consideredin connection with the accompanying drawing, formy inga partvv hereof,and wherein is disclosed, for the purpose of illustration, aconvenientand` satisfactory embodiment of the inven-` tion.v

In the drawings, Figure l is a vertical transverse section; Figure 2 isa vertical longitudinal mid?. section, and, r

Figures 8V and 4c are detail enlarged views of the-inlet and exhaustpiston valves and associated'parts; cutaway. Y

In` the drawings, A isani enginel cylinder; andB a piston or plungerconnected' by the usuall pitman C, with the crank' df on" the? crankshaftD. The cylinder A is extended' upward-ly a considerablev distancevabove ther topstroke of the: plunger, and within this extended portion,is adapted to slide a plunger-shaped piston ring E which constitutes theexhaust valve. This valve is formed annularly, having an innercylindrical portion F, within which moves a plunger-shaped piston valveI which constitutes the inlet valve. The exhaust valve E and inlet valveI are connected to cranks or eccentrics on the valve shaft G by meanso-f pitmen I-I and J respectively. It is obvious of course that cranksmay be used instead of eccentrics.

The inlet conduit or inlet manifold z' is extended horizontally alongone side of the engine, and the exhaust conduit or manifold e isextended along the opposite side. From the inlet conduit a' there leadsan inlet passage 15 extending through the cylinder jacket a andcommunicating with an annular cavity 16 between this jacket and thelining F, and thence with a prolonged port opening 17 in this lining,whence the inflowing mixture passes by a port 18 in the outer side ofthe exhaust valve E into an annular chamber 19 in said valve, and thenceby an inlet port 20, when said port is uncovered by the inlet valve I.

The exhaust conduit e communicates with the cylinder through an exhaustport 2l which is best extended annularly around the cylinder through itslining f and coinciding groove in the jacketed casing and through anexhaust passage 22.

It will be understood that the valves E and I are reciprocally-actingslide-valves which for convenience and symmetry are developed annularlyinto cylindrical form.

It is believed to be unnecessary to describe in detail more than hasalready been done the construction and operation of the engine partsabove referred to in view of the full and detailed description in theI-Iall patent alluded to, suffice it to say that the'piston valveswithin the main cylinder afford the sole control for the inlet and theexhaust and by reason of the connection of said valves with the valveshaft, the piston valves are adapted to recede during the power strokewhereby to communicate power to the valve shaft, and said valvescooperating to control the inlet whereby one of said valves, namely thevalve I acts alone to control the exhaust.

Now in order to provide tight joints, to insure proper timing of theopening and closing of the piston valves that in order to provide theshortest throw to the pistons, a novel construction and arrangement ofpacking rings is provided, preferably as follows: Adjacent the bottomend, or compression end of the inlet piston valve I there is provided arelatively wide annular groove K connecting with a relatively narrowperipheral cutout part L by an offset shoulder M. A packing ring Nhaving an upper thickened part n adapted to fit Awithin the annulargroove K is provided, the thickened part connecting with a relativelythin part n engaging in the space of the cut out part L of the piston.The thickened part of the piston packing N at its point of connectionwith the relatively thin portion forms a shoulder to contact with theshoulder M of the piston whereby to maintain the ring in place. The ringis preferably split transversely at an angle as indicated at O, and theouter periphery of the ring is otherwise continuous and smooth andsubstantially flush with the outer periphery of the piston and alsosubstantially flush with the compression end of the piston, and ineffect constitutes a portion of the end of the piston.

Likewise, the piston E is provided at its lower end with a peripheralgroove portion P connecting with a relatively narrow peripheral cut outportion P for the reception of a packing ring Q of similar design andconstruction as the packing ring N heretofore described. The piston Emay, and preferably does have auxiliary piping rings R and Srespectively, the packing ring S being positioned adjacent the loweredge wall surrounding the opening 18, whereas the packing R is arrangedadjacent the end ring Q.

It has been seen that the piston valves afford the sole control for theinlet and exhaust gases, and by the provision of the packing at theextreme compression end of the piston, accomplishes the function ofopening and closing the inlet of the exhaust ports located in thecylinder walls which they pass at a given time. Likewise, as previouslyalluded to, the arrangement of piston and rings gives the shortest throwto the valve shaft, since if they were arranged as at other points itwould be necessary to move the piston just that much further to entirelyuncover the port, in other words advantage is taken of the distanceusually allowed between the end of the pisl tons and the iirst ring, andby making this change itis possible to time the motor properly, whereasbefore with the rings spaced from the end of the piston the timingoperation presented numerous diiiiculties. In this same connection, itmay be observed that by the peculiar location of the rings fiush withthe ends of the piston, the compression gets behind them, therebycompelling a snugging contact against the wall of the cylinders, andthis feature is of vital importance to both the timing and eiiiciency ofan engine of the character under consideration.

By the interposition of the ring S on the exhaust piston, the same isadapted to travel between the intake and exhaust ports, and in operationthe ring will closely contact with the surrounding wall of its cylinderand prevent any sucking in of exhaust gases when the power piston ismoving out or down on its intake stroke; in other words any admixture ofthe exhaust gases with the incoming mixture during the intake stroke ofthe piston or plunger is obviated.

What I claim is l. In combination with an engine having a cylinder, apiston valve within the cylinder having a gear connection with the mainshaft of the engine whereby to constitute a power unit, a plunger withinthe cylinder, said piston valve having at the compression end thereof apacking ring, and an auxiliary ring spaced from the rst mentioned ringand adapted to travelbetween the inlet and exhaust port of the cylinder.

2. In an engine of the character described, having a main cylinder withan extension thereon, and piston valves within said extension affordingthe sole control for the inlet and exhaust, said extension having an.inlet port and an exhaust port, said piston valves being concentricallyarranged, with the exhaust piston arranged outermost and having portstherein, the exhaust valve having at the extreme compression end thereofa packing ring, and having intermediate its end a packing ring adaptedto travel between the intake and exhaust ports.

3. In an engine of the character described, the combination of a maincylinder, and

piston valves within said cylinder affording" the sole control for theinlet andthe ex-V having ports therein, the exhaust piston n having atthe extreme compression end thereof a packing ring, and havingintermediate its end a packing ring adapted to travel between the intakeand the exhaustV ports. Y

4. In an engine of the character described, the combination of a ymaincylinder, and piston valves within said cylinder affording the solecontrol for the inlet and the exhaust,A said cylinder having an inletport and anV exhaust port, and the said piston valves beingconcentrically arranged with the exhaust piston placed outermost andhaving ports therein,the exhaust piston having. at the extremecompression end thereof a packing ring, and having intermediate itsV enda packing ring adapted to travel between the kintake vand the exhaustports, and the cooperating piston having a packing at the extremecompression end thereof.

In testimony whereof I hereunto aiiix my signature in the' presence oftwo witnesses.

BARTLETT HOMER CHAPPELL. Witnesses: v

ETHEL CAHN, G. A. SAGKETT.

